US6223119B1 - Internal combustion engine controller - Google Patents

Internal combustion engine controller Download PDF

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Publication number
US6223119B1
US6223119B1 US09/323,848 US32384899A US6223119B1 US 6223119 B1 US6223119 B1 US 6223119B1 US 32384899 A US32384899 A US 32384899A US 6223119 B1 US6223119 B1 US 6223119B1
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United States
Prior art keywords
engine
control
stage
internal combustion
combustion engine
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Expired - Lifetime
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US09/323,848
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English (en)
Inventor
Miyoko Akasaka
Yoshiaki Hirakata
Masahiko Abe
Yasuo Iwata
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Keihin Corp
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Keihin Corp
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/263—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the program execution being modifiable by physical parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/12—Timing of calculation, i.e. specific timing aspects when calculation or updating of engine parameter is performed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a controller of an internal combustion engine that controls the quantity of fuel supply or ignition timing of the internal combustion engine.
  • the quantity of fuel supply and ignition timing of an internal combustion engine are determined by performing algorithmic calculations at each cycle of the engine with respect to engine parameters such as the engine speed, the intake manifold vacuum, and the engine temperature.
  • a prior art technique for such a control is described in Japanese Patent Kokai Publication No. 61-277845.
  • Such algorithmic calculation is performed at a predetermined crank angle position where the engine parameters are rather stable. Moreover, the calculation results obtained at one engine cycle are used for controlling the quantity of the fuel supply and the ignition timing within the subsequent cycle.
  • Such prior art controller for the internal combustion engine allows algorithmic calculations to be performed on the basis of the engine parameters at the predetermined or given crank angle position. Consequently, this creates a problem since it takes a long time for the engine to stabilize in the operational condition because of the occurrence of a hunting phenomena caused by fluctuations in the operational condition of the engine. It was, furthermore, revealed that the engine control based on the engine parameters detected at a fixed crank angle position does not always allow desired operational conditions in case of a multi-cylinder engine.
  • the object of the present invention is to provide a controller of an internal combustion engine that allows optimum algorithmic calculations under various conditions of the internal combustion engine.
  • the controller of an internal combustion engine is a device that performs either control of the quantity of fuel supply or control of the ignition timing for the internal combustion engine on the basis of engine parameters detected from the internal combustion engine.
  • the controller comprises;
  • crank angle sensor for generating timing pulses at every predetermined angular position of the crank shaft of the internal combustion engine
  • stage counter for obtaining a current value of a stage count while updating the stage count value in response to said timing pulses
  • execution stage determination means for determining an execution stage number at which said control should be executed in accordance with said engine parameters
  • control execution command means for obtaining a control value corresponding to the current values of the engine parameters at a timing when said current value of the stage count coincides with the determined execution stage number, and then commanding execution of said control which is based on the obtained control value.
  • said internal combustion engine is a multiple cylinder engine and said execution stage determination means determines said execution stage for each cylinder.
  • said execution stage determination means is adapted to select the execution stage numbers corresponding to coordinate points that are distributed in a two-dimensional map having at least two parameters of said engine parameters.
  • said execution stage determination means sets the current value of said coordinate point to a value that does not differ greatly from the previous value.
  • said execution stage determination means determines a stage number in response to said engine parameters only when said internal combustion engine has an engine speed equal to or greater than a predetermined engine speed.
  • the controller of an internal combustion engine allows fuel injection and ignition control to be performed at an optimum timing under the operational conditions of the internal engine.
  • fuel injection and ignition control are executed at optimum timings for each cylinder in a multiple cylinder internal combustion engine.
  • the running stability of the engine is never adversely affected because the timing of fuel injection control and ignition control are not suddenly changed.
  • correct control is performed because the operation of fuel injection control and ignition control are carried out in accordance with engine parameters only when the internal combustion engine has an engine speed greater than a predetermined engine speed.
  • FIG. 1 is a block diagram showing an embodiment of the present invention
  • FIGS. 2A and 2B show maps for correspondence of cells associated with engine parameters Ne and ⁇ , and injection stages associated with cells;
  • FIG. 3 is a flowchart showing a routine for determining a cell Cij (m) of a cylinder No. m in response to the progress of the engine stages;
  • FIG. 4 is a flowchart showing a routine for executing injection control at each arrival of an engine stage which corresponds to the cell Cij (m) which has been determined in response to the progress of engine stages;
  • FIG. 5 is a waveform diagram showing waveforms representing reference pulses CYL, crank pulses PC 1 and changes in stage count values and the distribution range of control stages of the respective cylinders corresponding to the changes;
  • FIG. 6 is a flowchart showing the determination routine for determining the cells Cij (m) contained in the subroutine shown in FIG. 3 .
  • FIG. 1 shows a configuration of a controller of an internal combustion engine according to the present invention.
  • An absolute pressure sensor 10 detects a pressure PB downstream of a throttle valve of an internal combustion engine (not shown) to be controlled, which is an engine parameter.
  • a throttle valve opening sensor 11 detects the opening degree of the throttle valve of the internal combustion engine.
  • a coolant temperature sensor 12 detects the coolant temperature Tw of the internal combustion engine.
  • An atmospheric pressure sensor 13 detects the atmospheric pressure PA.
  • the engine parameters that have been multiplexed by means of the multiplexer 22 are digitized by an A/D converter 23 and then supplied to a CPU 24 via a bus line.
  • the CPU 24 stores supplied data in a RAM 25 , while executing algorithm calculation processes, that is, calculation routines according to programs stored in advance in a ROM 26 .
  • the CPU 24 executes the ignition timing control and fuel injection control by activating an ignition switch 29 of an ignition circuit and a fuel injection valve 30 via a drive circuit 27 and a drive circuit 28 in response to commands provided by the calculation routines.
  • a crank angle sensor 14 generates reference pulses CYL at predetermined angle positions, for example, at 60, 360, and 300 degrees of a crankshaft (not shown) and generates timing pulses PC 1 at every 30 degree of the crank angle. Then, the crank angle sensor 14 supplies the pulses to a waveform shaping circuit 31 of the control circuit 20 .
  • CYL pulses occur in a manner such that a pulser detects protrusions provided at intervals of 180, 30, and 150 degrees on the circumferential side surface of a rotor which rotates once for every 2 revolutions of the crankshaft.
  • the CYL pulse and timing pulse PC 1 both of which have passed through the waveform shaping circuit 31 , are directly and respectively supplied to the CPU 24 .
  • a stage counter 32 counts timing pulses PC 1 . The stage counter 32 will be automatically reset when counting timing pulses PC 1 causes the counted values to overflow, and, for example, supplies any one of stage count values 0 through 23 to the CPU 24 .
  • the CPU 24 actuates the fuel injection valve 30 or the ignition switch 29 according to the results of the calculation for obtaining an appropriate fuel injection quantity or an appropriate ignition timing in response to engine parameters supplied from the A/D converter 23 .
  • a map is available that has cells Cij as a coordinate point with the engine rotational speed Ne taken as the abscissa and the throttle valve opening ⁇ taken as the ordinate in FIG. 2 in order to execute the fuel injection control or the ignition control.
  • the engine rotational speed is divided into, for example, 10 steps, while the throttle valve opening is divided into 5 steps.
  • the cell switching routine shown in FIG. 3 is then executed each time a PC 1 pulse appears. That is, it is first determined whether the stage-count value stg that is sent from the stage counter 32 is equal to 4. If stg becomes equal to 4, the engine revolutional speed Ne and the throttle valve opening ⁇ given at that time are captured (steps S 1 and S 2 ). Then, a cell Cij of the fourth cylinder, that is, Cij ( 4 ) is determined (step S 3 ) according to the map shown in FIG. 2 A. Subsequently, a search operation is done within the map shown in FIG. 2B for finding an injection quantity calculation stage FISTG ( 4 ) for the fourth cylinder (step S 4 ).
  • stage-count value stg is not equal to 4, it is determined whether the value stg is equal to 7 or not. If the value stg is equal to 7, the engine rotational speed Ne and the throttle valve opening ⁇ given at that time are captured (steps S 5 and S 6 ). Then, a cell Cij of the first cylinder, that is, Cij ( 1 ) is determined according to the map shown in FIG. 2A (step S 7 ). Subsequently, a search is made within the map shown in FIG. 2B for finding an injection quantity calculation stage FISTG ( 1 ) for the first cylinder (step S 8 ).
  • stage-count value stg is not equal to 7
  • stage-count value stg is not equal to 13
  • FIG. 4 shows the injection control routine for executing injection control for the respective cylinders.
  • this routine it is first determined whether or not the stage count value stg that is supplied from the stage counter 32 is equal to the injection quantity calculation stage FISTG ( 1 ) already obtained for the first cylinder. If so, the engine rotational speed Ne and the throttle valve opening ⁇ given at that time are captured (steps S 20 and S 21 ).
  • stage count value stg is not equal to FISTG ( 1 )
  • FIG. 5 shows the timing of the fuel injection quantity calculation and injection operation governed by means of CPU 24 , as mentioned above, while the stage count values are shown as reference timings.
  • an execution state both of the fuel injection quantity calculation and injection operation exists in a range of stages 9 , 10 , . . . 23 , and 0 with respect to the first cylinder.
  • the execution stage for the second cylinder exists within a range of stages 0 , 1 , . . . 14 , and 15 .
  • the execution stage for the third cylinder exists within a range of stages 15 , 16 , . . . 5 , and 6 .
  • the execution stage for the fourth cylinder exists within a range of in stages 6 , 7 , . . . 20 , and 21 .
  • cell switching points for the first to fourth cylinders are positioned at stages 7 , 22 , 13 , and 5 , respectively.
  • FIG. 6 shows an example of a subroutine for determining cell Cij (m) corresponding to the m-th cylinder in the cell switching routine shown in FIG. 3 .
  • present-time value i (n) for the absissa Ne and present-time value j (n) for the ordinate ⁇ are first obtained on the basis of the current value of the engine speed Ne (n) and the current value of throttle valve opening ⁇ (step S 40 ).
  • step S 41 it is determined whether the given present-time value i (n) falls within the range of ⁇ 1 compared with the previous value i (n ⁇ 1)(step S 41 ). If it falls within the range, the value i (n) is finally determined as a present-time coordinate value i (step S 42 ).
  • ⁇ i (n ⁇ 1) ⁇ 1 ⁇ is determined as i. If i (n)>i (n ⁇ 1), then ⁇ i (n ⁇ 1)+1 ⁇ is determined as i (step S 45 ).
  • step S 46 it is determined whether present-time value j (n) falls within the range of ⁇ 1 compared with the previous value i (n ⁇ 1) (step S 46 ). If it falls within that range, the value j (n) is kept as the present-time value j (step S 47 ). On the other hand, when j (n) does not fall within that range of ⁇ j (n ⁇ 1) ⁇ 1 ⁇ while j (n) ⁇ j (n ⁇ 1) is determined (step S 48 ), ⁇ j (n ⁇ 1) ⁇ 1 ⁇ is made equal to j (step S 49 ). Furthermore, when j (n) does not fall within that range of ⁇ j (n ⁇ 1) ⁇ 1 ⁇ while j (n)>j (n ⁇ 1), then ⁇ j (n ⁇ 1)+1 ⁇ is made equal to j.
  • Cij (m) is obtained in the map as shown in FIG. 2 (a) (step S 51 ).
  • Any one of the cell-switching routines and the injection control routines in FIG. 3 and FIG. 4 may be executed only when the engine rotational speed Ne is, for example, greater than the cranking engine rotational speed NCR and after confirmation of a stable running condition of the engine. This can be done, for example, by inserting a determination step before the first step of each routine, namely, the step S 1 and S 20 , for executing each routine only when Ne>NCR has been determined. This allows control by the present invention to be executed only when stage counting is being performed.
  • the present invention allows optimum control of one cylinder by determining an optimum operation stage for that cylinder and then calculating or determining engine control quantity and timing for that cylinder on the basis of engine parameters captured at each time of the particular optimum operation stage.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
US09/323,848 1998-06-04 1999-06-02 Internal combustion engine controller Expired - Lifetime US6223119B1 (en)

Applications Claiming Priority (2)

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JP10-156280 1998-06-04
JP15628098A JP3938811B2 (ja) 1998-06-04 1998-06-04 内燃エンジンの制御装置

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EP (1) EP0962641B1 (de)
JP (1) JP3938811B2 (de)
DE (1) DE69912521T2 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6487492B1 (en) * 2000-08-05 2002-11-26 Ford Motor Company Fuel bucket scheduler
US20140121945A1 (en) * 2012-10-30 2014-05-01 National Instruments Corporation Direct Injection Flexible Multiplexing Scheme

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5241021B2 (ja) 2009-03-24 2013-07-17 本田技研工業株式会社 エンジン始動制御装置

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4617899A (en) * 1984-06-04 1986-10-21 Honda Giken Kogyo Kabushiki Kaisha Fuel injection control device for internal combustion engine
US4638780A (en) * 1984-03-26 1987-01-27 Allied Corporation Individual cylinder ignition control
EP0261473A1 (de) 1986-09-03 1988-03-30 Hitachi, Ltd. Verfahren zur zylinderspezifischen Motorsteuerung
US5319558A (en) 1990-03-07 1994-06-07 Hitachi, Ltd. Engine control method and apparatus
US5386810A (en) 1992-05-12 1995-02-07 Robert Bosch Gmbh System and method for controlling a solenoid-valve-controlled fuel-metering device, particularly for a diesel gasoline engine
EP0691463A2 (de) 1994-07-06 1996-01-10 Honda Giken Kogyo Kabushiki Kaisha Brennstoffeinspritzsteuerungssystem für Innenverbrennungsmotoren
US5546909A (en) 1994-12-27 1996-08-20 Ford Motor Company Method and system for generating a fuel pulse waveform
US5752488A (en) * 1995-12-15 1998-05-19 Ngk Spark Plug Co., Ltd. Method of controlling start of engine and device for carrying out the same

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61277845A (ja) 1985-05-31 1986-12-08 Honda Motor Co Ltd 内燃エンジンの燃料噴射制御方法

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4638780A (en) * 1984-03-26 1987-01-27 Allied Corporation Individual cylinder ignition control
US4617899A (en) * 1984-06-04 1986-10-21 Honda Giken Kogyo Kabushiki Kaisha Fuel injection control device for internal combustion engine
EP0261473A1 (de) 1986-09-03 1988-03-30 Hitachi, Ltd. Verfahren zur zylinderspezifischen Motorsteuerung
US5319558A (en) 1990-03-07 1994-06-07 Hitachi, Ltd. Engine control method and apparatus
US5386810A (en) 1992-05-12 1995-02-07 Robert Bosch Gmbh System and method for controlling a solenoid-valve-controlled fuel-metering device, particularly for a diesel gasoline engine
EP0691463A2 (de) 1994-07-06 1996-01-10 Honda Giken Kogyo Kabushiki Kaisha Brennstoffeinspritzsteuerungssystem für Innenverbrennungsmotoren
US5546909A (en) 1994-12-27 1996-08-20 Ford Motor Company Method and system for generating a fuel pulse waveform
US5752488A (en) * 1995-12-15 1998-05-19 Ngk Spark Plug Co., Ltd. Method of controlling start of engine and device for carrying out the same

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6487492B1 (en) * 2000-08-05 2002-11-26 Ford Motor Company Fuel bucket scheduler
US20140121945A1 (en) * 2012-10-30 2014-05-01 National Instruments Corporation Direct Injection Flexible Multiplexing Scheme
US9611797B2 (en) * 2012-10-30 2017-04-04 National Instruments Corporation Direct injection flexible multiplexing scheme

Also Published As

Publication number Publication date
JP3938811B2 (ja) 2007-06-27
JPH11351035A (ja) 1999-12-21
DE69912521D1 (de) 2003-12-11
EP0962641A2 (de) 1999-12-08
EP0962641B1 (de) 2003-11-05
DE69912521T2 (de) 2004-09-23
EP0962641A3 (de) 2000-10-04

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